Hull for marine craft.



F. NIGHOLS; HULL FQB MARINE CRAFT. nrmornon run we 25. 1913.

1,1. 1 6,724. Patented Nev. 10, 1914.

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' a F Allk M'auvw WITNESSES. a h a Minute M a 7 QM 77 W 'I Arr F. NIGHOLS;

EULL FOB MARINE ORAFT. AIPLIOATIOK FILED AUG 25, 1913.

1,1 16,724. Patented Nov. 10, 1914.

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A r roams n F. NICHOLS. HULL FOR MARINE CRAFT.

APPLICATION FILED AUG 25, 1913.

Patented Nov. 19, 1914.

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Specification of Letters Patent.

Nov. in. role.

'To all whom it may concern Be it known that l, FRANK NICHOLS, a citizen or the United States. residing at Monroe, in the county of Orange 111d State of New York, have invented it new and useful Improvement in Hulls for Marine Craft; and I do herehyrleclure the following, when taken in connection with the sccompenying drawings and. the characters of reference marked thereon, to be a. full, clear, and exact description of the some, and which said kirawiiigs constitute part of this application.

Figure 1. is a View in side-elevation of a hull embodying my invention. Fig. 2 is a vertical longitudinal section thereof. Fig. 3 is a view partly in front elevation and partly in transverse section thereof. Fig. 4. is a similar view of :1 modifiedv form. Fig. 5 is e view in side-elevation illustrating the combination of my improved construction in u non-angular hull. Fig. 6 is a diagrammatic body-plan thereof. Fig. 7 is s view ill partly in front elevation and partly in trans verse sectlon of another form which my invention may assume.

This invention relates to an improvement in hulls for marine croft, and particularly to that class of surface hulls which are transversely built up of sections of straight ribs set at an angle to each other and 'joinecl together by longitudinal chine or knuckle pieces. This type ofhull is commonly known as V bottom (usually two sections each side of the keel) or (lory hulls; (two or more sections on either sifle of the keel) but which for convenience I will hereinafter term angular hulls.

The object of this invention is to produce a hull of relatively low cost, which at the some time shall he oi pleasing lines and combine the most desirable features of the various types of hulls at present in use.

\Vith the fact in mind that, a curved or rounded surface minimizes suctionsl-drag and produces better sea riding qualities than a list surface. a further object of this invention is to replace the tint sections as present employed in the construction of angulsr hulls with sehtio'ns whose transverse form will e siibstuiitiolly that of an are or segment of a circle.

' With these ends in view my invention consists in the construction hereinafterdescribed and purticulsrly recitedin the claims.

My invention can best be set forth by first outlining the present state of the art 1 of hull construction as typified by angular and non-angular hulls. I might state in this connection that by the use of the words non-angular hulls I refer to the hulls com mon to practically all large marine carriers augl predominant in smaller pleasure craft, which are not built up of sections but employ various irregular curves to obtain their form. Noirsngular hull construction is the most versatile construction at present in use. ll. is adapted to practically all the re quirei'ncnts of the art by virtue of the on limited forms into which its one-piece ribs may he 11l0ldll3lit for reasons that will hereinafter appear it is far the most costly. in noirengulsr hulls as in other types of hulls each succeeding rih must he formed as near like its preriecessor in general form as is practical. in order that the longitudinal strokes of planking will strike each and every rib fairly. In other words there must, he no abrupt changes in transverse form out only a gradual transition from one form. to another. It willyeadily be seen that if the convex portion of one rib were to have the some transverse position as the concave porlion of an zicljucent rih. unilesireble bulgings and depressions woulcl result.

The mere employment of ribs of the some form would not necessarily result in the selfiairing feature which is a salient fee.- .ture of my invention unless the concave and convex portions of each rib stood in the same relative position as the similar portions of the adjacent ribs. The keel and (leckqiilates as Well as the chine-pieces, if any are ei'nployed, will converge to s. greater or less extent and the ribs, if they are of irregular for1neven though each rih be identical. will have to be shortened at hoth ends in orfler to maintain their various curves in the same relative position. as the corresponding curves of the adjacent ribs.

'1 he bend. of ribs (steel ribs in particular) of irregular form such as are employed in non-angular hulls is an exceedingly diilicult and laborious task. It necessitates the ser ices of expert craftsmen who specialize in this line of work. to insure the. correct reproduction and enlarging of the intricate curves laid. down by the designer as it is seldom if ever that any two consecutive ribs are alike in form.

and joined together as .a rule by longitudinal chine pieces. 'These chine or knuckle pieces constitute the mold of fairing points of the hull; and when they are properly positioned with relation to the keel the straight ribs introduced between them and also between the keel and the two innermost chine pieces cannot present other than a fair and even surface for .the application of the planking or such other covering as'may beemployed. This self-fairing feature, for which the angular hull is notable, reduces the-figuring required, both in designing and buildin a hull to a minimum.

I llotwithstanding its low costand simplicity, the angular hull has seriousdrawhacks for which the flat surfacesfiot its hull sections are mainly responsible. These ribs; which are objectionable because of the present angular hull.

fiat surfaces, for obvious reasons, disqualify it, to a great degree, for sea-goingservice.

Heretofore the only known method of obtaining the self-fairing feature in angular hulls has been by employing straight resultant flat surfaces. It will be understood that ribs of substantially the same form must be employed if the self-fairing feature is to-be obtained. The self-fa'irin feature is accomplished, in my improved hull by the employment of circular-arc ribs as in contrast to the' straight ribs of the In carrying out my invention'as show-n in Figs. 1, 2 and 3, I employ a keel 2 of ordinary construction upon which is mounted the stem 3 and the transom 4. On

either side of the keel 2 is a chine or knuckle piece 5 and a deck plate 6 extending fore and aft between the stem and the transom 4:. .These chine pieces and deck-plates are so placed as to form, in conjunction with the keel, the mold or fairing points of the hull while it is under process of construction. Extending between the keel 2 and chine pieces 5 and also between the chine pieces'and the deck-plate 6, at substantially right angles, are circulararc ribs 7. Suit able planking 8 is applied to the ribs 7 to form circular-arc sections 9-9 and lO-10 on either side of the keel 2 Preferably the clinic" pieces 5 are suitably rabbeted as at 11 to receive the planking 8. It will be noted that the chine pieces are twisted in order to properly receive the ribs: which ribs, as shown in the particular form of hull chosen to illustrate my invention, are of a necessity varied in their degree of in clination. If it is desired to omit twisting the chines the ribs might be beveled to acand then, after the planking has been applied, the chines would be planed off to perfect the symmetry of the hull.

If desired, and as shown in Fig. i, I may impose straight sections 12-12 upon the sections 99; or I may interpose concave circular-arc sections 1313 between the sections 10 10 and the keel 2 as shown in Fig. 7.

When it is desired to incorporate my proved construction in non-angular bull's as clearly shown in Figs. 5 and 6, the midsihip portion may be built up of circular-arc iections 14-14 and 1515, which merge at about the points and 2re respectively into the bow or fore portion 16 and the stern or after portion 17; the said bow and stern portions being of non-angular construction. it isobvious that two or more circular-arc hull sections of different curvature might occopy the same horizontal plane and be merged into or reconciled to each other by ribs of any proper form.

It will be noted (Fig. 5) that the chine pieces 5 pass inside of the bow portion at the point w-m and inside of the stern portion at the point e2; from which points respectively they extend fore and aft and supplant the bilge-stringers which would ordinarily be, employed as longitudinal reinforcements in non-angular hulls. While the feature of utilizing the chine pieces to perform the function of bilge-stringers ma be desirable, it is by no means a necessary eature.

In place of the chine piecesb I may elect to use short knee-like coupling pieces 18 to unite the varioushull sections, as clearly showh in Fig. 4 of the drawings.

It is to be further noted that each of the individual circular-arc ribs comprising a circular-arc hull-section (a group of circulararc ribs) are, to all intents and purposes, of the same radii; although ribs of slightly differcnt dii might be used. As an example: the AldQ of the midship portion of a large ocean-going v'essel might, under my invention, be built of ribs ofan80 foot radius among which one or more ribs of a 5 foot smaller or larger radius might pass unnoticed as far as any difference in curvature was concerned; although this is undesirable and effects no greater economy.

In setting up a hull or portion of a hull emhiiidying my invention various and varied methods may be employed; this being a matter of preference tempered, to a degree,

by the type of hull and the materials usedin its construction. Ordinarily the keel will Bform the base from .which the hull will be curedvto the stem-piece and transom; it bemg necessary at this time to give the chines the proper twist, if any is required, so as to accommodate them to the varying transverse form of the hall.

The timbers, or other materials employed, been previously molded or otherwise into circular or semicircular form of chine-pieces on either side thereof; between the various chine-pieces if more than one is Y j acent chines.

employed on either side of the keel, and also between'the deck-plates and their ad- When the skeleton of the hull is complete, planking or other suitable covering is applied in any approved manner.

In setting up a hullembodying my invention, asjust described, practically all the figuring required is employed while positioning the chines and deck-plates in their predetermined positions with relation to the keel. The construction is also accomplished without the aid and attendant expense or" the elaborate and cumbersome false-Work necessary in .the construction of other than an ular hulls.

lircular-aro ribs may be formed end to end in a continuous piece as previously described and as they have but one form throughout their entire length (either convex or concave-never both) it makes no difference whatever which end is cut oil to make them fit in place. The task of applying circular-arc ribs to a hull is no more difficult than fitting rafters in a building My improved construction is, also advantageous in so far as the problem of determining thecross-sectional area of ahull at any given point is rendered con'iparatively simple; a matter of no small importance in designing.

While I have shown the invention as applied to wooden hulls, it is apparent without further illustration, that it is equally applicable to steel hulls. v

The main feature from which most of the advantages of my improved construction emanate, is the combination of the curved surfaces of the non-angular hull with the self-fairing feature of the angular hull; a combination heretofore unknown.

I wish to have it understood that I do not limit my invention to any detail of c0nstruction, such as the number or position of the sections which may be employed; nor do I limit myself as to the various other types of hulls with which it may be combined. The number, position, and radii of the circular-arc sections will bedetermined by the objects in view with particular u to the services for which it is lIllLGIltlGrl'I whether for sea, river, passenger or freight service.

I claim l. A hull for marine surface craft having hull-sections set at an angle to each other. an equal number of said hull-sections on either side of the longitudinal center of said hull formed transversely as segments of circles. v

2. A bull for marine surface craft having a keel and hull-sections set-at an angle to each other, an equal number of said hullsections on either side of said keel formed transversely as segments of circles.

3. A hull for marine surface craft having a keel and hull-sections set at an angle to each other, an equal number of said hullsections on either side of said keel formed transversely as segments of circles; said circular-arc sections abutting at either or both ends againstportions of the hull formed of other than circular'arc ribs.

4. A hull for marine surface craft. having a keel and hull-sections set at an angle to each other, an equal number of said hull-sections on "either side of said keel formed=trans versely as circular-arc segments, said circu lar-arc hull-sections gradually changing their single of inclination with respect-to the keel and to their own mid-portions as they approach the bow and stern portions of the hull.

5. In a hull for marine surface craft having hull-sections set at an angle to each other, the combination with the keel. chinepieces and deck-plates thereof, of circulararc ribs extending between said chine-pieces and keel, and also betweensaid chine-pieces and deck-plates at substantially right-angles thereto.

6. In a hull for marine surface craft having hull-sections set at an angle to each other, the combination with the keel and deck-plates thereof, of a series of P111118- picces arranged between said keel and deck plates substantially parallel therewith. and

circular-arc ribs extending transversely l tween said series of chine-pieces and the keel, between said series of chine-pieces and the deck-plates, and also between the v: ious individual chine-pieces of said series.

In testimonyWhereof, I have sign specification inithe presence of two 1 ing witnesses.

FRANK Nu n 1 Witnesses C. ARTHUR BRooKs, l' ILLZAM B. BARKER. 

